Boat



L. B. MAY

Feb. 2', 1932.

BOAT

3 Sheets-Sheet 1 Jaw- \xl ILill URW a R Q H M m A .N\ b\ M n JWM TMN MWHWWW 1.. B. MAY

Feb. 2, 1932.

BOAT

Filed May 28. 1929 I5 Sheets-Sheet 2' L. B. MAY

Feb. 2, 1932.

BOAT

3 Sheets-Sheet 3 Filed May 28. 1929 Patented Feb. 2, 1932 unis srrss PArsNroFF cr.

LOUIS 3. MAY, OF PITTSBURGH, PENNSYLVANIA, ASSIGNORTO THE MARINE. PATENTS CORFORA'IION, 0F PITTSBURGH, PENNSYLVANIA, A CORPORATION OF 7 SOUTH DAKOTA BOAT 0 Application filed May 28,

- The present invention relates broadly "to the art of marine propulsiom'a'nd more especially to an improvedhull construction and arrangement of propelling means adapted to facilitate the manipulation of a vessel this, the mass of such large vessels results in a momentum of such order that it is difficult, if not impossible, to effect any material deviation from a given course within a comparatively short interval of time. While under normal conditions of operation such an abrupt'deviation may be of only secondary importance, in other cases, such for example, as one involving a possible collision or one involving the dodging of a torpedo or other undesirable object, it is of extreme importance.

The construction of large vessels has also usually necessitated propelling shafts of undue length. Such shafts not only represent an extremely high initial cost, but involve a large power loss in their operation due to their mass and friction to'rotation thereof. Also, in case of rotation at comparatively high speed, an objectionable whipping of such nature as to sometimes result in complete lifting of the bearing caps is encountered.

The present invention provides, among other things, an improved system of propulsion by means of which a boat, regardless of size, may be expeditiously navigated and manipulated'with a minimum power expenditure and a maximum safety. The invention further contemplates a system of propulsion adaptable either to new ships or to existing hulls, thereby enabling either combination of the improved system with standard propelling means, or the use of the improved system independently of such standard means of propulsion.

In theaccompanyingdrawings I have 1929. Serial No. 366,702.

shown for purposes of illustration only, a, preferred embodiment of the present invention.

' In the drawings? Figure 1 isa diagrammatic top plan view of one form of ship constructed in accordance with the present invention,

Figure 2 is a side elevational ship illustrated in Figure 1,

Figure 8 is a bottom plan view of theships of Figures 1 and 2, I V

Figure L is a horizontal sectional view phroughthe bow of the ship below the water me, i

Figure 5 is a View similar to Figure 4, but taken amidship,

Figure 6 is an end elevational. view of the bow of the ship, and V Figure 7 is a transverse sectional view taken amidship and looking toward the bow of-the ship, for the purpose of illustrating a portion of the hull construction.

In Figuresl, 2 and 3 of the drawings, that view of the portion of the hull construction COII'GSPODO:

ing more particularly to the present invention is illustrated in full lines, the broken cordance with'the present invention. In-such case theentire stern or aft portion 2 of-the ship provided with its usual propelling means 3 may be left substantially intact. It is proposed, however, to provide independent driving motors 4 for each of the stern propellers, the motorsbein-gso located as to make possible the use of relatively short shafts 5 for each of these propellers.

The hull'of the ship, at substantially its mid portion, will be preferably constructed substantially as illustrated in Figure 7 to provide undercut channels orrecesses 6 preferably gradually increasing in width from either end toward the middle, as clearly illustrated in Figures 1 and 3, thereby providing substantially mid portions within which may be positioned midship propellers 7 carried by shafts 8 individually driven by inde pendently controlled motors or engines 9 of suitable construction. The shafts 8 are preferably angularly disposed so as to intersect the sides of the channel or recess substantially as illustrated in the drawings, and in substantially parallel relationship to the rearwardly inclined channel or recess sides 10. when thus positioned, the water displaced by the midship propellers is thrown clear of the vessel in such manner that the full benefit of the propellers is obtained without any objectionable reaction such as would exist if the displaced water were thrown directly against a portion of the vessel in the rear of the propellers.

The fore part of the ship is preferably pro vided-witha pair of flow passages 11 and 12 of generally similar construction having individual inlets 13 and 1%, respectively, and individual discharge outlets 15 and 16. At a predetermined point intermediate their lengths, the passages preferably intersect to provide a chamber 17 common to both forwardly and rearwardly extending passages and of such cross sectional contour as to accommodate a control means 18.

Located in the passage 11 is a flow producing means 19, preferably adjacent the inlet 13, and adapted to be driven in any desired manner, as, for example, by an individual motor 20. The passage 12 is provided with a similar flow producing means 21 with its driving motor 22.

For operating the control means 18, it may be mounted on a shaft 23, the upper portion of which is provided with a gear 24: adapted to cooperate with a rack 25 operated by a suitable fluid pressure cylinder 26.

'Cooperating with the discharge outlets 15 and 16 are deflectors 27 and 28, respectively, carried by shafts 29 and 30, each provided with a gear 31 at its upper end adapted for cooperation with racks 32 operable at will by means of fluid pressure cylinders 33.

With the construction illustrated, assuming that it is desired to move the vessel forwardly in the direction indicated by the arrow A of Figure 1, the flow producing means 19 and 21 will be rotated in such direction as to produce a water flow through the passages 11 and 12 in the direction indicated by the arrows w of Figure l. If it is desired to advance the vessel in a straight line, the control means 18 will be placed in the position illustrated in full lines in Figure l, whereby each flow producing means will effect a discharge of water from its respective outlet. Initially such flow will be in a general outward and rearward direction, the outward components saasve of the respective streams offsetting one an other, whereby the vessel will tend gradually to move forwardly.

As the forward movement commences, there will be a relative movement of the water in which the vessel is travelling, with respect to the vessel, as indicated by the arrows B of Figure 4. The normal discharge from the respective flow passages will be along the general lines indicated by the arrows B. This will produce a resultant, indicated gen erally by the arrows b, the resultant being of gradually increasing effectiveness for propolling purposes as the speed of the vessel increases.

Inasmuch as the water for producing the propelling streams is drawn from the region immediately in front of the vessel, the resistance to forward motion, such as ordinarily encountered by a vessel due to the tendency of the water to pile upon its bow, is minimized. In addition to this, the discharge of water from the respective passages has been found in actual practice to produce a flow along the hull of such nature that the skin friction is materially reduced.

The bow Waves established by a boat of the construction herein shown when operated at minimum speeds or above is rearwardly in the general direction indicated by the arrows G, thereby tending to produce an extremely Wide wake, this being desirable in case the vessel is being utilized for towing purposes, inasmuch as the bow waves are thus thrown clear of any tow.

At the same time, the midship propellers 7 may be operated at any desired speed ahead to cooperate with the flow producing means 19 and 21. In case the usual stearn-propellers 3 are employed, they'may be similarly operated, the simultaneous operation of all of these propelling means producing decidedly desirable conditions for navigating purposes.

If the vessel is being utilized for towing purposes, the stern propellers 3 will ordi narily not be employed. This is true for the reason that such stern propellers tend to produce a walre and resulting wash which, together with the rearward. discharge from the stern propellers, tends to impede the prog ress of the tow through the water. In such cases, however. the flow producing means 19 and 21, as well as the midship propellers 7 may all be advantageously operated inasmuch as the discharge or water therefrom is such as to substantially clear the tow.

In case it is desired to propel the vessel directly away from the observer, as viewed in Figure 1, the control means 18 may be swung to its dotted line position 03 of Figure 4-, and the deflector 28 swung to its dotted line position of his figure in order to efiecta sub-- stantially lateral discharge of all of the was ter from both of the flow producing means 19 and 21 through the passage 12 and outof the discharge -Outlet 16. In this manner, substantially true lateral movementina'y produced, the two flow producing mean-s -cooperating t'owardthisend. If a lat-eralmove ment or" the vessel in the opposite direct-ion is desired, the control means 18 will be swung its dotted line position-e and the'de'fle'ctor 27 to its dotted line position, whereby a'tlow from both of the flow producing means through the'outlet 15 will be obtained.

Any desired modification of the lateral component may beobtained bya suitable ad justment otthe deflectors 2'1 or 28, as 'willb'e apparent.

1i"? it is desired to reverse the'directi'on of t avel of the vessel while maintaining a substantially straight line movement thereof,

it is only necessary to place the deflectors 2'7 and '28 in their full line position of Figure 4-, position the control means 18 in its full line position, and reverse the direction of rotation of the {flow producing means 19 and 21. lit the midship propellers 7 are being operated, their direction of rotation will be like wise reversed and the same will be true of the stern propellers r The vessel also lends itself to "turning in such manner as to produce an abrupt deviation from any established course. Assum or example, that it is'desired to turn vessel in the direction indicated by the arrow F of Figure 4, a number-of different conditions will suggest themselves. In ac cordance with one of these conditions, the control means 18 may be maintained in its to dotted line position. The flow pro ducing' means 19 may then be operated full speed ahead to produce a lateral discharge through the'outlet 15, While theflow producing means 21 may be permitted to remain stationary or operated at any desired speec ahead from minimum to maximum to pro- 0 ce a flow of water into the passage 12, such as topre nt banking up of Water ahead of thevessel on its starboard bow or in the direction of turning. Preferably, however,

where it is desired to operate the flow pro ducing means 21 at such times, the control 18 will be moved to its dotted line position 0, so that the discharge of water from both ot-the flowproducing means is rea'rwardly through the passage 11 and laterally through the outlet such that the flanking eiiect of both flow producing means is effective simultaneously. r 1

Under either or both of the above cond tions the port inidship propeller 7 may be sated full speed ahead and the starboard midship pro e-licr operated full speed astern. The same true respectively of the port and card stern propellers 3. These various .tions enable the vessel to be quickly turned or deviated from its course in such -ine position and the deflector 27 moved manner as to avert a collision with or some object in its normal path of travel.

The provision of midship propellers is decidedly advantageous, particularly in combination with flow producing means and with or without stern propellers, since they proide a zoneot action at a point insuring both rapid and easy maneuverability of the vessel, since they are e'ltec tive on substantially opposite'sides or" the median vertical axis of the hull. Y

By locating the passages 11 and 12 entirely inthe tore part of the hull, which represents only-a comparatively small part of the total length ot-the vessel, its load carrying capacity is not materially interfered with, and its buoyancy issub'stantially preserved. I Also, such an arrangement lends itself to an advantageous positioning of the propelling motors such as is ordinarily not obtainable with passages extending, torexample, the entire length, or substantially the entire length, of the hull;

It not infrequently happens with shallow draft vessels of the type predominating on our inland waters that a sand-bar or other temporary formation is encountered. In such cases theco'nstruction herein disclosed may be utilized as a dredge, the flow of water into "the flow passages 11 and 12 displacing the sand or other obstruction and discharging it rearwardly and laterally. In case the vessel is pulling a wide tow, the dredging action may be continued, accompaniedv by suitable-flanking movements of sutlicient tent to provide a passage of the width required for both the vessel and its tow.

lnview of the location of the flow producing means 19 and 21-, it is obviously desirable to provide suitable means for protecting the inlets 13 and 14 against floating or submerged debris. For this purpose, each of the inlets may be protected by guards 34 all gress or egress of water to or from the flow producing means.

The inlets are thus In case of the failure of one of the motors I 20 or 22 from any cause whatsoever, it is possible to navigate t is vessel straight ahead by placing; the control means 18 in a position intermediate its full line position, indicated in Figure 4, and either its chain line position (Z.

or 0. Thus, in case of failure 01" the motor 22-, the control means will be placed intermediate its full line position and its chain line position d, whereby the flow from the propeller 19 may be substantially equally divided between the two passages :11 and 12.

This action may then be supplemented by the operation of either the midship propellers or the stern propellers, or both, at the will of the operator. The recess in the front part of the control means 18 permits it to be thrown to either of its extreme positions as indicated in the chain lines of Figure 4 without interfering with the desired operation of the propeller shafts.

I havealso found that desirable results may be obtained by the provision of compartments 36 in the fore part of the vessel and preferably on opposite sides of the propelling means 19 and 21. W here such a construction is provided, the vessel may be trimmed withthese compartments empty- Thereafter, when it becomes desirable for any reason to provide extra depth of water to permit free passage of a tow or of the vessel itself, suitable ballast may be placed in such compartments. This will result in untrimming the vessel to such an extent that the bow end will be lowercd, thereby permitting the sand dredging action, before referred to, to be carried on to a greater depth below the level of the wa' ter than would normally be possible. In actual practice, water will probably be utilized as the medium of obtaining the desired additional weight in the fore-part of the vessel inasmuch as this may be conveniently pumped into or out of the compartments to produce the desired untrimming or trimming operation.

A system of propulsion as before described possesses the further advantage of making it possible to utilize a plurality of individually operated motors, each adjacent the propeller which it drives, whereby the necessity for utilizing long shafts is obviated.

The provision of propelling means at the stern, amidship and at the bow also makes it impossible to obtain any condition in which a propelling action cannot be obtained. It not infrequently happens with propelling systems of standard construction, that substantially all or the major portion of the stern propellers is out of water, thereby temporarily depriving the vessel of its abilityto prop-- erly navigate. With the present invention,

some one or all of the propelling means will at all times be effective, depending upon the list or fore and aft inclination of the vessel.

Certain advantages of the present invention arise from the provision of a propelling system capable of utilization by itself or as an adjunct to standard methods of propulsion now in common use.

Other advantages of the invention arise from the provision of the combined propelling and steering means of the character herein contemplated, including flow passages located entirely in the fore-part of the hull of the vessel in combination with deflecting means, whereby the extent of flanking or turning movement may be varied at will,

particularly in combination with midship propellers effective either alone or in combination therewith.

Other advantages of the invention arise from the provision of separate flow passages each with its individual fiow producing means, with the passages and flow producing means of such nature as to permit all of the water from both flow producing means to be discharged entirely through one of the passages, equally through both of the passages, or through the two passages in any desired relative proportions depending upon the direction of movement desired, particularly in combination with deflectors for the passages, whereby the extent to which a lateral deflection of the water is obtained may be varied at will.

Still further advantages are inherent in the use of propelling means of such nature that a bank of water in front of the vessel is obviated, the skin friction reduced, and a Wake is created of such nature that the resistance to forward travel of a tow, in case such a tow is present, is minimized, particu-' larly in combination with midship propellers cooperating therewith to so efiect a deflection of any water tending to travel rearwardly along the hull of the vessel.

It will also be apparent to those skilled in the art that the present invention possesses the advantage of reversibility end for end. Thus, in case it is desired in some particular instance to follow the adopted scheme of obtaining all of the propelling action by pushing, the vessel may be so constructed that the passages and flow producing means therefor will be effective entirely in the stern instead of in the bow as herein described.

While I have herein illustrated and described certain preferred embodiments of the present invention, it will be apparent that changes in the construction and operation of the various parts, as well as in their actual or relative locations, may be made without departing either from the spirit of the invention or the scope of my broader claim.

I claim:

In a boat, flow passages, separate flow producing means in each of said passages, means cooperating with said flow producing means to insure discharge therefrom through the respective passages individually or entirely through one of said passages, and adjustable deflecting means cooperating with the outlets of said passages.

In testimony whereof I have hereunto set my hand.

LOUIS B. MAY. 

